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(6) Noise, fumes, and blast control. (7) Apron space for staging and maneuvering of aircraft service equipment. e. Safety (for the following functions and areas). (1) Enplaning and deplaning at aircraft. (2) Elevators, escalators, stairs and ramps as to location, speed, and methods of egress and ingress. (3) People -mover systems as to location, speed, methods of egress and ingress. (4) Road crossings as to protection of pedes- trians. (5) Provisions for disabled persons. f. Expansion Capabilities to Accommo- date. (1) Increase of passenger volumes. (2) Increase in number of aircraft positions. (3) Increase in aircraft size. g. Economics. To provide a proper balance between capital investment, aesthetics, operation and maintenance costs, and passengers and airport reve- nues. 70. Developing Criteria for the Terminal Area Plan. Specific planning criteria should be developed for the above factors and for major terminal area components. Information for terminal require- ments should be obtained from the airlines, general aviation interests, concessionaires, airport manage- ment, and special technical committees. The criteria should be analyzed and agreed upon by all parties involved before it is incorporated in the master plan. 71. Selection of Terminal Area Concepts. During the course of development of plans for the terminal area the planner should give consideration to all terminal concepts which might be applicable to his particular airport situation. Through careful study and analysis, he should reduce these possibilities to those few concepts which will be most compatible with the planned airfield configuration. These most desirable concepts should then be presented to airport management, airline and general aviation interests, and airport concessionaires for their consideration and appraisal. It is essential that coordination with air- port interests and users be effected before the final selection of a terminal area concept is made. If this is not done, the plan may well be rejected at the time of its official presentation. The following terminal area concepts should be considered in the development of the terminal area plan. Sketches of the concepts are shown in figure 5. a. Simple Terminals. The simple terminal consists of a single common waiting and ticketing area with several exits onto a small aircraft parking apron. It is adaptable to airports with low airline activity and is also adaptable to general aviation operations whether it is located as a separate entity on a Large airline -served airport or is the operational center for an airport used exclusively by general aviation. Where the simple terminal serves airline operations, it will usually have an apron which provides close -in parking for three to six commercial transport aircraft. Where the simple terminal serves general aviation only, it should be within convenient walking distance of aircraft parking areas and should be adjacent to an aircraft service apron. The simple terminal will normally consist of a single level structure where access to aircraft is afforded by a walk across the aircraft parking apron. The layout of the simple terminal should take into account the possibility of linear extension for terminal expansion. b. Linear Terminals. The linear terminal concept is merely an extension of the simple terminal concept, that is, the simple terminal is repeated in a linear extension to provide additional apron frontage, more gates, and more room within the terminal for passenger processing. It is sometimes referred to as the gate arrival concept. The more sophisticated linear terminals often feature a two -level structure where enplaning passengers are processed direct from curb to aircraft on one level while the other level is used by deplaning passengers for baggage claim and access to ground transportation. Passenger walking distance from curb through terminal to aircraft is short, usually 75 to 100 feet. The linear configuration also lends itself to the development of adequate, close -in public parking. Ample curb frontage for loading and unloading ground transportation vehicles is provided with each extension of the linear terminal and there is a direct relationship of enplaning or deplaning curb frontage to departing or arriving aircraft. Linear terminals can be expanded with almost no interference to passenger processing or aircraft operations. Ex- pansion may be accomplished by linear extension of existing structure or by developing two or more linear terminal units. The loading of aircraft may be accomplished by nose-in/push-out operations or by loading bridges. Aircraft can maneuver on apron areas with unob- 53